Train-controlling mechanism



W. T. WHITE. TRAIN CONTROLLING MECHANISM.

APPLICATION FILED NOV. 10. EH6.

AIIIMF ahumtoz W. T. WHITE. TRAIN CONTROLLING MECHANISM. APPLICATION menNOV. 10. 1916.

1 ,3Q5,85 1 Patented June 3, 1919.

Z SHEETS-SHEET 2- III ' IXZIWW Elttomww WILLIAM T. WHITE, OFPHILADELPHIA, PENNSYLVANIA.

TRAIN-CONTROLLING MECHANISM.

Specification of Letters Patent.

Patented June 3, 1919.

Application filed November 10, 1916. Serial No. 130,656.

To all whom it may concern:

Be it known that I, WiLLIAM T. WHITE, a citizen of the United States,residing at Philadelphia, in the county of Philadelphia and State ofPennsylvania, have invented new and useful Improvements in Train-Controlling Mechanism, of which the following is a specification.

This invention relates to train controlling devices, and has for anobject to provide mechanism for automatically arresting the movement ofa train operating over a line of way when a danger condition precedesthe same.

Another object is to provide mechanism of the above character which canbe readily attached to standard railway equipment, either steam orelectrical, without necessitat ing serious alterations in theconstruction of the latter, and to be capable of being in stalled atminimum cost.

A further obj ect resides in a train controlling system embodying alocomotive carried electrical circuit in which are provided relays, thelatter being capable of being energized when the locomotive or othervehicle, upon which they are mounted, is in dangerous proximity of asecond vehicle, or if the preceding track'way should be damaged, so thatwhen the relays are operated novel valve mechanism will be actuated toefiFect the operation of the throttle and air brake controlling membersof the locomotive, so that the movement of the latter Will be arrested.

A still further object resides in a train controlling system of theabove character having improved features of construction to insure theproper operation of the movement controlling elements of a locomotive,and to permit the latter to be gradually stopped in order to eliminateobjectionable features which arise when the power controlling elementsare too suddenly applied.

With regard to the details of the present invention, reference is to behad to the accompanying drawings which form a part of thisspecification, in which,

Figure l'is a diagrammatic view illustrating the train controllingsystem cornprising the present invention,

Fig. 2 is an enlarged vertical sectional View taken through thelocomotive carried mechanism,

Fig. 3 is a diagrammatic view of the track circuits, and

Fig. 4 is a detail sectional View of the air releasing valve.

Similar characters of reference denote like parts throughout all thefigures of the drawings. Y

The preferred embodiment of the present invention includes improvedlocomotive carriedmechanism for governing the operation of'the powercontrolling elements of a loco motive or other vehicle operating over aline of Way, the mechanism being operable to be thrown into operationwhen the loco motive approaches a danger zone, such as an occupied blockor a broken section of trackway. It frequently occurs that for reasonsof physical disability or carelessness on the part of the engineer ofthe locomotive, that the latte-r will run past or ignore a semaphore setagainst the advance of the train, which frequently results in disastrousconsequences. Therefore, the object and aim of this invention is toprovide improved means to effect the stopping of a train when a dangercondition confronts the same. The means provided by this invention arepurely automatic in operation so as to eliminate the possibility ofmanual error.

This invention constitutes an improvement upon the constructiondisclosed in my co-pending application, bearing Serial Number 95%,859,filed May 3rd, 1916.

Referring more particularly to the form of the invention illustrated inthe drawings, I have provided novel track mechanism A, wherein isembodied a trackway B, having a block section C of the usual insulatingcharacter provided therein. As is usual, the block forms a part of anelectrical circuit 1), utilized for the purpose of operating a semaphoreor other warning signal 5, to indicate the condition of the block C,said semaphore being preferably located contiguous to the entrance of ablock. By this construction, it will be apparent that the entrance of atrain into the block, C will result in breaking the circuit D. thisbeing caused by the bridging of the rails of the block by the wheels andaxles of a train. When the circuit D is broken, relays E will bedeenergized, so that the normally attracted and spring pressed armaturesthereof will be oscillated to close auxiliary motor circuits G and H.When the circuit G is closed a semaphore controlling motor I will bethrown into operation so as to swing the semaphore 5 to a positionindicating the presence of a train within the block C.

The circuit H forms a part of the present invention, as it is utilizedin conjunction with the usual semaphore operating systems now in generalservice, an example of which having been above described. The circuit Hoperates simultaneously upon the closing of the circuit G, and theclosing of the circuit H results in the operation of a motor 6,positioned adjacent to the entrance of the block 0. The armature shaft 7of the motor 5 is provided with a pinion 8, adapted to mesh with anenlarged gear 9 rotatably mounted in a casing 10 for said motor, thecasing being preferably mounted adjacent to one of the side rails 11 ofthe trackway B. The gear 9 has eccentrically secured thereto a link 13,which extends outwardly from the casing 10 and has its free endpivotally con nected with the upper extremity of a rocker arm 14. Thearm is rotatably mounted in bearings 15, fixed to the tie 16 of thetrackway B, said arm being adapted to rotate a shaft 17 journaled in thefixed bearings 15. Fixed to the shaft 17 is a crank arm 18 having theopposite end thereof pivotally associated with a movable switch throwingrail. 19, contiguous to one extremity'of the latter. The other end ofthe rail 19 is provided with a similar crank arm 20, which is pivoted toa stationary bearing 21 mounted on one of the ties 16. By thisconstruction it will be apparent that when the block C is occupied, orif a rail therein should become broken so as to hinder the passage of atrain, the motor 6 will be operated. This results in rotating the gear 9a predetermined distance, which will be sufficient to elevate the rail19, through the medium of the members 13, 14: and 18 to a plane immediately above that of the rail 11, whereby said rail will be in anactive position so as to coeperate with locomotive carrying mechanism tobe hereinafter described, in the event of the locomotive running pastthe track or rail 19. The engagement or co6peration of the locomotivecarried mechanism with the elevated rail 19 is adapted, in a manner tobe hereinafter described to apply the power controlling elements of alocomotive, so as to efiectively arrest the movement of a train.

In cooperation with the rail 19 I provide improved locomotive carriedmechanism 22, which in its preferred form consists of a primaryelectrical circuit 23, adapted to be mounted upon a locomotive, and asecondary'circuit 24. Both circuits are energized from a common sourceof energy 25, the primary circuit being normally closed, as will befully explained, and the secondary circuit being so arranged as to beclosed when the primary circuit is opened or broken. The conductors ofthe primary circuit are connected with binding posts 26, carried upon acircuit controlling casing 27, the latter being positioned upon alocomotive and so disposed as to be able to cooperate with the rail 19when the latter is in an elevated position. Mounted for rocking movementwithin the casing 27, and pivoted as at 28 thereto, is a swinging switchactuating arm 29, said arm being operable to depend from the casing soas to be able to engage with the rail 19, when the latter is in anactive position, however, when said rail is lowered, the arm 29 will beindependent thereof, as will be clearly understood. Pivotally connectedto a crank extension formed on the arm 29 is a plunger rod 30, which isconnected with a resilient contact strip 31, and, through the action ofthe arm 29, will force the strip 31 into engagement with a similarresilient contact strip 32, mounted within the casing 27. The strips 31'and 32- are electrically connected with the binding posts 26, so thatthe normal action of the arm 29 will be to force the contact strips intofrictional engagement in order that the primary circuit 23 will benormally closed. However, when the arm contacts with the rail 19, theplunger 30 will be retracted so as to separate said contact strips andto thus break the circuit 23. The casing 27 is preferably formed toprovide spaced inner and outer walls, in order to provide an interveningspace 34: therebetween, which is adapted in cold weather to receive aquantity of steam or other heating medium so as to heat the interior ofthe easing 27 and to thus insure an efiicient electrical contactbetweenthe resilient conductor strips 31 and 32.

Provided in the primary circuit is a relav 35, which is normallyenergized, by being formed a part of the circuit 23, and when energized,the same is adapted to attract an armature 36. The armature normallyengages with a spring pressed lever 37, 1101111- mg a part of thesecondary circuit 24:, so as to retain the latter circuit normally open.However, when the primary circuit is broken, the relays 35 will bedeenergized so as to permit the armature 36 thereof to respond to theinfluence of the spring 38. This action results in the interlockingengagement of the armature 36 with the lever 37, the latter also beingoperated by a spring 39.

. When locked by the lever 37 the armature 36 engages with a fixedcontact 40 and thereby closes the circuit 24. Upon the closing of thesecondary clrcuit, a magnet 40' provided therein will be energized toattract an armature 41, which controls the operation of a power applyingcylinder 42.

The cylinder 42 is formed to provide a main chamber 43, in which ispositioned for reciprocal movement a double end piston 44. Compressedair is forced into the chamber 43 by means of an air supply pipe 45,leading from an air brake system (not shown) of the locomotive. In orderto vequalize the air compression upon both ends of the piston 44, theair admitting port 46 of the cylinder is provided with a communicatingport 47 leading to an auxiliary valve chamber 48. Connecting the chamber48 with one end of the chamber 43 is a bore 49, through which air willbe admitted to equally engage with both ends of the piston 44, wherebythe latter will be normally maintained stationary.

The movement of the piston 44 within the cylinder 42 is regulated by avalve mechanism 50, movably positioned within the valve chamber 48. Themechanism 50 preferably comprises tapered valve members 51, which areadapted to alternately engage with valve seats 52 and 53, in order tocontrol the entrance of air into the extremity 54 of the cylinder 42.The valves 51 and 53 are carried upon a horizontally extending rod 55,operable in bearings 56, the free extremity of the rod 55 being suitablyconnected with the lower extremity of the an mature 41, so that themovement of the latter will be directly imparted to the valves 50 and51.

Normally, the valve 51 uncovers the seat 52 of the bore 47 leading fromthe air entrance 46 to the valve chamber 48. This is done in order thatair will be admitted to the end 54 of the chamber 43 to maintain thepiston 44 relatively stationary. However, when the secondary circuit 24is closed, the armature 41 will be oscillated to impart horizontalmovement to the rod 55, thus forcing the valve 51 to close the bore 47and thereby obstructing the flow of air through said port. The movementof the valve 51 to close the bore 47 will simultaneously result inHIlCOVGling the seat, 53 so that an escape port 56 will be opened. Theopening of the port 56 will result in permitting the air confined withinthe portion 54 of the cylinder 42 to escape from the latter by way ofthe ports 49 and 56, thus decreasing the fluid pressure upon the head 44of the piston 44. It will be noted that when this reduction of pressuretakes place on one side of the piston 44, the pressure on the head 44will remain undisturbed, thus resulting in the movement of the piston44, by reason of the unequal pressure upon the heads 44 and 44 of thepiston 44, as will be clearly understood.

The head 44 of the piston 44 serves in the capacity of a slide valveand, when in the position shown in Fig. 2, is normally located on oneside of an air port 60, so as to prevent air from the source of supply45 from entering the port 60. However, upon the reciprocation of theslide valve or head 44', in the direction of the arrow X, the port 60will be uncovered to permit air to flow from the pipe 45 therethrough.lipe connections 61 are associated with the port 60 and extend to athrottle operating cylinder and to an air pressure reducing valve 63,the operation of the latter elements being governed by the positions ofthe piston 44, as will be clearly understood. When the members 61, 62and 63 are normal or inactive, any air contained therein will bedischarged therefrom by means of an exhaust port 64 formed in thecylinder 42.

Mounted within the cylinder 62 is a sliding piston 67, having a pistonrod 68 extending therefrom, and outwardly of the cylinder 62. The outerend of the rod 68 is provided with an enlarged head 69 in which isformed an elongated slot 69. Associated with the head 69 is a throttlemechanism 70 of the locomotive, the same being pivoted. as at 71 to theboiler 72, and is provided With the usual latch and rack mechanism 73,to regulate the movement of a valve rod 74. The head 69 is employed torelease the mechanism '73 and to effect the movement of the throttlemechanism after the rack and latch mechanism have been operated. This isaccomplished by providing the head 69 with a cam surface 75, whichcoeperates with a movable link 76, connected with the mechanism 73 ofthe throttle. Thus it will be seen that the initial movement of thepiston 67 will result in operating the mechanism 53 and to permit thethrottle 70 to be oscillated, this being caused by the cam 75 engagingwith the link 76. A fixed pin 77 is mounted upon the throttle 70 andoperates in the slot 69, so that after the mechanism 73 has beenoperated, the pin 77 will engage with one extremity of the slot 69 sothat the throttle 70 will move in unison with the rod 68. Thus it willbe apparent that the initial movement of the rod 68 will release thelocking mechanism 73 of the throt tle, and that the continued movementof said rod will effect the oscillation of the throttle, for an obviouspurpose. A hand operated valve 78 controls the entrance of air into thecylinder 62.

The valve 63 is operated by air pressure, that is, when the port '60 isuncovered by the slide valve 44, air pressure will be concentrated upona valve 80, located within the casing 81 of said valve 63. A helicalspring 81 is interposed between the valve and an adjustable setscrew 82,and by this construction it will be obvious that when air is forced intothe pipe connection 61, the valve 80 will be elevated against the actionof the spring 81, so that air will be per- By adjusting the strength ofthe spring 81 with regard to the valve 80, the air pressure which willremain in the source of supply 45 may be conveniently regulated, afterthe valve 68 ceases to be in active service, to govern the applicationof air brakes (not shown).

After the air pressure has been reduced sufliciently to permit the airbrakes of a locomotive to be operated, the piston 67 will return to itsnormal position by the action of a spring 85, located within thecylinder 62, thus permitting the throttle 7 0 to be operated in theusual manner. By manually releasing (or otherwise) the latch 37, thearmature 36 may again resume its normal position so as to deenergize themagnets 40, thus enabling the valves 51 to be manually reset in orderthat the piston 44 may resume its normal position, thus eliminating theaction of the members 62 and 63. It will be noted that the armature 4:1is connected with any suitable form of a recording mechanism 86, whichwill register each operation of the train controlling de vice. From theforegoing description taken in connection with the accompanyingdrawings, it is thought that the operation and construction of thepresent invention will be readily apparent to those versed in the art,and therefore, a more extended explanation relative thereto, has'beenaccordingly omitted.

Having described the invention, what is claimed as new and patentableis 1. An automatic train stopping device comprising, in combination, atrack carried rail element operable to assume active or inactivepositions, the positions of said rail element being eiiected byelectrically oper ated means susceptible to the presence of a vehiclewithin the relative proximity of said rail, train carried circuitcontrolling mechanism operable to engage with said rail when the latteris in an active position, electromagnetic devices carried by said trainand adapted to be deenergized upon the cooperation of said circuitcontrolling mechanism with said rail, a secondary circuit adapted to beclosed upon the breaking or the deenergizing of said devices, magnetscarried by said secondary circuit, a spring pressed armature arrangedfor operation by said magnets, a throttle governing cylinder, acontrolling cylinder, a piston slidably mounted within said cylinder andhaving the movement thereof controlled by air pressure, a valvemechanism mounted within said cylinder, means actuated by the magnets ofthe secondary circuit to cause said valve to efi'ect a reduction of airpressure in said cylinder to reciprocate said piston, a slide valve connected with said piston and movable insyn chronism with said piston, inorder to permit air to flow into said throttle governing cylinder, apistonmounted in said latter cylinder and connected with throttleoperating mechanism, whereby the movement of said piston will result inthe movement of the throttle to shut off the operating power of a train,and an air releasing valve operable consequent to the movement of saidslide valve to cause the application of the air brakes of said train.

2. A train controlling system embodying a train carried normallyenergized primary circuit, electro-magnets forming a part of saidcircuit, switch mechanism incorporated in said circuit and adapted to beoperated by track carried means to efiect the opening of said circuitwhen a danger condition confronts the train, a secondary circuitoperable to be closed by the opening of the primary circuit,electro-magnets forming a part of said secondary circuit, and operableto attract a spring pressed armature, a controlling cylinder, a pistonslida'bly mounted within said cylinder and having themovement thereofcontrolled by air pressure, valve mechanism mounted within said cylinderand directly connected with said armature, whereby the movement of thelatter in a specified direction will result in the operation of saidvalve mechanism to efi'ect a reduction of air pressure within said,cylinder to reciprocate said piston, a slide valve con-' nected withsaid piston and movable in synchronism therewith, means operable uponthe movement of said slide valve to per mit compressed air to flow fromsaid cylinder to a throttle governing cylinder connect ed to the firstnamed cylinder, a piston mounted in said throttle governing cylinder andconnected with throttle operating mechanism, whereby the movement of thethrottle cylinder piston will result in actuating a throttle to shut offthe operating power of the train, and an air releasing valve operableconsequent to the movement of said slide valve to effect the applicationof the air brakes of said train.

3. In train controlling apparatus,the combination of a normally closedprimary circuit including an electro-magnet; means including a trackelement and a train carried element to open said circuit; a normallyopen secondary circuit including an electromagnet; means controlled bythe first named electro-magnet to close the secondary circuit when theprimary circuit is opened; fluid pressure actuated throttle governingmechanism, a' cylinder having an inlet duct, a duct connected to saidinlet duct and to the opposite ends of the cylinder, an escape port, aport connected to the governing mechanism,

and a second escape port; a piston and a head connected thereto andarranged to simultaneously move in the cylinder, said head forming alsoa slide valve and controlling the said connection with the throttlegoverning mechanism and the second named escape port; a valve to controlthe said cylsaid valve.

In testimony whereof I aflix my signature.

WILLIAM T. WHITE.

Copies of this atent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. C.

